hennig



No. 609,744. 7 Patented Aug. 23, I898. C. T. HENNIG.

MEANS FOR UTILIZING FUEL.

(Application filed Dec. 2, 1897.) (No Model.) 2 Sheets-Sheet I.

Z WITNESSES: J INVENTOR Z0 21 BY hm? No. 609,744. Patented Aug. 23,I898.

C. T. HENNIG.

MEANS FOR UTILIZING FUEL.

(Application filed Dec. 2, 1897.)

2 Sheets-Sheet 2.

(No Model.)

WITNESSES: INVENTOR Magda- W hw S MANOR???- m: mums Pn'ws cc.PMOTO-LITHO wAsuls-cnom vc.

Nrrnn STATES PATENT OFFICE.

CHARLES THEODORE HENNIG, OF BUFFALO, NEW YORK, ASSIGNOR TO JAMES R.HATMAKER, OF NEW YORK, N. Y.

7 MEANS FOR UTILIZING FUEL.

SPECIFICATION forming part of Letters Patent No. 609,744, dated August23, 1898. Application filed December 2,1897. Serial No. 660,557. (Nomodel.)

To wZZ whom it may concern:

Be it known that I, CHARLES THEODORE IIENNIG, a citizen of the UnitedStates of America, residing in the city of Buffalo, in the county ofErie, State of New York, have invented a certain new and usefulImprovement in Methods of and Means for Utilizing Fuel,of which thefollowing is a specification.

My invention has reference to a method and means for supplying fuel tofurnaces for all purposes, so as to obtain perfect combustion thereof,and also to amethod and means for utilizing the high temperature ofperfect and rapid combustion in boilers and furnaces without injurythereto, and, thirdly, in its more specific aspect my invention includesmeans for adapting the above to the purposes of railwaywork.

My invention is exemplified in the accompanying drawings, wherein Figure1 is a section of one form of tender for locomotives suitable to theapplication of my invention to railway-work. Fig. 2 is a section of aportion of the feed apparatus which may be used in tenders or elsewhere,showing a modification of the form shown in Fig. 1. Fig. 3 is a verticalsection of a portion of one form of locomotive as fitted out with anexample of constructions coming within my invention. Fig. 4: is asection of a portion of the fuel-feed apparatus, shown on a larger scalethan in Fig. 3 and Fig. 5 is a view similar to Fig. 3, but showing amodification of my invention contemplating induction by the use of astream of steam.

It is to be understood that although the accompanying drawingsillustrate the applicationof my invention to boiler purposes the same isapplicable to any furnace for any purpose and that I am not limited tothe application of my invention to locomotive or other single specificpurposes. The illustrations herewith given are rendered necessary forthe exposition of the more specific features of my invention whereby itis adapted to locomotiveboilers; and the invention bein g thusexemplified in'one form,illustrations of other applications thereof arerendered unnecessary, as theyinvolve changes obvious to those skilled inthe art.

My invention, taken from the point of View of a novel method of feedingfuel for all purposes, involves the pulverizing of solid fuel and theforcing thereof into the furnace by submitting the same to the pressureof an elastic fiuid, such as steam, gas, or air.

I have found that where solid fuel, such as soft coal, is pulverized togreat fineness it may be forced out of a containing vessel through acomparatively small opening by the pressure of an elastic fluid behindit. Where the fuel-feed is periodically interrupted, I prefer tosupplement the action of the pressure behind the fuel bya stream of air,steam, or gas, so directed as to cooperate by induction to drive thefuel through the deliverypipe in the manner shown in the drawings. Thisfeature will be understood to be applicable, of course, in those caseswhere the feed is not interrupted.

Whether fed in connection with the use of the induction-pipe or not, thefuel should be mingled with a proper proportion of air for completecombustion.

One means for carrying out my process in connection withlocomotive-engines is shown in the drawings, wherein the magazine forstorage of fuel in a pulverized state is shown in the usual tender at 1.The dotted line indicates the level of the fuel when at its highest.

The floor of this storage-magazine should be so shaped'as to promotemovement of the particles of fuel toward the opening 2. The curvesindicated in the drawings at 3 will be found appropriate for thispurpose. In the practice of my method of fuel-feed the pulverized fuelis driven out of the opening or pipe 2 by means of air-pressure withinthe space above the dotted line in Fig. 1. This pressure should besupplied from a proper air-storage tank, which I have shown at 4 underthe tender, although it will be understood that the position of thistank is not essential to my invention. The main object of the tank 4 isto make provision for starting up a cold engine. Proper pressure shouldalways be maintained in this tank when the engine is allowed to growcold, as it is necessary to have such pressure for the purpose offuel-feed. In the case of a locomotive the storage-tank can be suppliedfrom the same system that supplies the air-brakes, as

through the pipe 5, (see Fig. 1,) and this arrangement is shown in thedrawings by the connection of the pipe 5 with the air-pump 6 on theengine. (See Fig. 3.) Of course the pump that supplies the fuel-feedpressure may be separate from the air-brake system altogether, if sodesired.

In Fig. 5 I have shown a modification wherein the induction is producedby blowing live steam directly from the boiler through a pipe,

such as 6*, into the fuel-supply pipe. This may in some cases bepreferred to the use of the compressed air.

It will of course be understood that the? magazine for fuel-storage istightly closed,

the fuel being introduced, preferably, by chutes through the door orother opening v7. :Iprefer to make this door swing upon ahinge, asindicated by thedotted lines in the figure,

and to weight it so that it may act as a safetyvalve in the case ofaccidental production of dangerous pressure within the fuel-magazine byany cause. Those parts of the tender not occupied by the fuel orcompressed air serve for storage of water, as in the present system. Thevalve 8 servesto confine the air within its tank when not in use.

I prefer to use, in connection with my fuelmagazine and elastic fluidunder pressure, as 5 above described, a pipe for producing an inducedcurrent of air and fuel at the point of delivery from the magazine. Thisis particuin character.

larly desirable where the magazine is stationary and where the supply isintermittent One'form of pipe for this purpose .is shown in Fig. 1at9.

This pipe 'opens at the .topj into the air-space above the fuel and isthus} fed from the same mass of air as produces% the initial pushingpower for the feed. The;

delivery end of this pipe is placed just at the outlet of the magazine,in such a position and i so pointed that it will tend to find an outlet;

with .the fuel.

The rush of air or gas through this pipe 9, acting by induction upon thesurrounding fuel, will aid in the delivery-of the;

fuel through the pipe 2. applies as well to the pipe 6*.

This description (shown for 1' the proper proportion of .fuel and air.

valve, such as a slide 11, may be used 'to ento be interrupted for anyreason.

As shown in Fig. 2, the induction-pipe'need tirely close the opening 2when the supply is not necessarily lead from the chamber above 1 thefuel where the compressed air is used.= For instance, the pipe 12 may beused underthe magazine or tender, leading directly from 1 thestorage-tank 4 .or from any other desired portion of the compressed airor gas system.

As above stated, the current of fuel and 'bythe small arrows.

air driven from the opening 2 is preferably so treated after delivery asto bring into operation an added volume of air. This is done in orderthat the driving or feed of the fuel may be accomplished with lesscompressed airthan that necessary to accomplish per- .fectcombust'ion.This step in the process of feeding the fuel is'therefore best adaptedto that modification of my system wherein com- .pressed air is thedriving agent, although it is also more or less appropriate to othermodifications. I prefer to carry out this step in the feeding process bymeans of the apparatus shown on alarge scale in Fig. 4. Here thedelivery end of the pipe 2 through which the fuel is fed, projects intoan entrance-flue 13, provided with perforations, as indicated at 14,through which theair moves, as shown Air is also sucked into this .flueby the annular space between it and the pipe 2 and becomes .mixed withthe air and fuel delivered. The wall of the furnace thus supplied isindicated at 15 in Fig. 4, and I prefer to give the flue 13 a flaringshape within the furnace, as shown at 15.

I have thus far described my invention broadly in its application to anyform of furnace for any purpose, and .I have limited my description tothat aspect of my invention which has relation simplyto the novel methodor process for supplying fuel by pulverizing the same and driving itthrough the feedway by means of a mass of compressed elastic fluid.Where perfect combustion of fuel is I rapidly produced, however, as isthe case with the apparatus used as above described, avery intense heatis generated, and the tempera- .ture is carried so highas to have arapidlydestructive effect upon all but the most refractorymaterials,.and even'when used for 1 heating water a furnace fed as abovedescribed and in which complete combustion iscarried on must be providedwith proper means forpreventing the burning of the material of theboiler.

The construction which '1 have devised for the purpose .of thus safelyusing fuel with all the economy incident to rapid and perfectcombustionis described'hereinafter and is capable of use with any systemwherein the fuel used is mixed with the necessary supporter ofcombustion and projected into the furnace to be burnedas fast as fed. Imay therefore use oil or gas or any hydrocarbon vapor or liquid inconnection with my improved form of furnace about to be described. Itwill be understood that the use of .a driving fluidpressure such as Ihave described above will be unnecessary with liquid or gaseous fuels,although mylinvention is broad enough to cover such use when desired.

One form of safety-furnace for boilers is indicated in Fig. 3, whichillustrates one wellknown form of fire-box for locomotives,wherein thefire-space is surrounded by a water- IIC with aboiler I line the furnacewith firebrick, closing all entrances to the box save that at the flue13.

The iron parts of the boiler are completely shielded from the flame,which is projected into a combustion-space 18, directly in front of theflue 13. This is the first of a series of fines and chambers built up offire-brick on the principle of the regenerative furnace, wherein theproducts of combustion are forced through winding passages,so1newhat asshown in Fig. 3. As these hot gases are thus led among the bricks theygive up their heat to the latter, raising them to a high heat, andfinally reach the beginning of the boiler-flues at such a temperature asis not injurious to the iron. They then pass through the flues in theordinary Way, it being understood, however, that the usual forced draftemployed in locomotives will not be essential where my invention isemployed.

The result of the use of the construction thus described is theproduction of a flame of extremely-high temperature and correspondingeconomy from a relatively small amount of fuel. This high temperature isconfined to the center of the brick-flue system,in which is located thecombustion-chamber. From this center of maximum temperature the heat istransmitted outwardly to the protected sides of the fire-box and reachesthe iron of the boiler in the form of heat at a relatively low and quiteharmless temperature. The fuel should be fed with a due regard to theaverage temperature of the fire-brick within the furnace, and when thistemperature becomes too high, instead of opening doors over a fire, asis done in the present form of boiler firebox, the engineer simply shutsoff the fuelsupply and relies upon the heat already stored in the bricksto run the engine until it becomes necessary to again turn on the streamof fuel. The reignition of the fuel as it enters is accomplished by theheat of the fire-box itself.

In starting the fire it will be found best to raise the whole interiorof the fire-box to a sufflciently high temperature to ignite the mingledcoal and air when they are turned on, which may be accomplished in manyways known in the art, such as by burning various forms of fuel withinthe furnace.

It will be found best to leave a space beneath the entrance-point of thefuel, where my pulverized-coal system is used, for the reception of thesmall amount of ash which is liberated. This is shown at in the drawings.

The pipe 2 is a continuation of the pipe 2 in Fig. l, as is shown by thecoupling 21 in Figs. 1 and 3. This coupling is of course a detailincident to locomotive-work.

It is to be understood that the details of construction above describedin connection with the fire-box are merely those which I prefer in theordinary form of locomotive firebox as known at the present time, butthat said construction is susceptible of many variations withoutdeparting from my invention.

For instance, the furnace maybe more or less forms and shapes shown anddescribed hereinbefore are purely examples of those coming within theterms of my claims.

What I claim is 1. As a means for delivering pulverized fuel forcombustion, a storage-magazine having an out-let for the fuel, means forproducing gaseous pressure 011 that side of the fuel away from saidoutlet, and a pipe leading through the body of said fuel, from thepressure-chamber to said outlet, substantially as described.

2.. In a m cans for delivering pulverized fuel for combustion, a flaringflue in the furnacewall, and a pipe for fuel delivery of smallerdiameter than said flue, directed into the same.

3. In a means for delivering pulverized fuel for combustion, a flaringflue in the furnacewall having perforations in that part which isoutside the wall, and a pipe for fuel delivery of smaller diameter thansaid flue, entering said perforated, portion of the flue.

4. A boiler, a fire-box therefor, and means for delivering pulverizedfuel and air to said box, in combination with a lining of refractorymaterial for said fire-box, and passages formed of refractory materialand offering large radiating-surfaces to the burning fuel, within saidbox.

5. In a locomotive-tender, a substantially air-tight chamber for storingfuel, having a delivery-outlet, and a feed-door; a storagetank forcompressed air connected to theupper part of said fuel-chamber bya pipe;and an induction-pipe and connected source of gaseous pressure, saidpipe leading to said outlet-opening.

6. As a means for fuel feed on railwaytrains provided with an air-brakesystem, a substantially air-tight closed tender for fine fuel or itsequivalent, a connection with the air-brake system leading to the top ofsaid tender, an outlet for said fuel leading to the locomotive, aninduction-pipe discharging at said outlet and means for supplying afluid under pressure thereto.

CHARLES THEODORE HENNIG. I

\Vitnesses:

AUGUSTUS MAonowELL, WILSON E. MACY.

